Railroad-crossover.



A. M. JONES.

RAILROAD G'ROSSOVER' Arrmdnmnnunnov. 7. 1906.

.No. 852,723. PATENTED MAY 7; 1907'.

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' No. 852,723. PATENTBD MAY 7,1907.

'- A. M. JONES.

RAILROAD GROSS'OVER.

Arr'uonmn rum) NOV. 7. 1906.

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ALBERT M. JONES, OF HAGERSTOWN, MARYLAND.

RAlLROAD-CROSSOVE R.

Specification of Letters Patent.

Patented May '7, 1907.

Application filed November 7, 1906. Serial No. 342,325.

1'0 tall whom, it may concern.-

Be it known that I, ALBERT M. JoNEs', a citizen of the United States, residing at Hagerstown, in the county of Washington and State of Maryland, have invented a cer tain new and useful Railroad-Crossover, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to railroad crossovers or-portable switches, and the object of the invention is to provide a simple practical device of the character referred to, the construction of which will enable the same to be placed in position and removed therefrom in a very short time, all parts of the crossover or switch, when in position, being firmly held from slipping and shifting.

The invention relates particularly to the manner of constructing and combining the several parts of the crossover to secure a strong union and connection between said parts and the main rails in combination with which the crossover, as a whole, is used.

lVith the above and other objects in view, the nature of which will more fully appear as the description proceeds, the invention consists in the novel construction, combination and arrangement, herein fully described, illustrated and claimed.

In the accompanying drawings :Figure 1 is a plan view of the crossover or portable switch, shown associated with two main tracks. Fig. 2 is an enlarged side elevation of one of the end sections or terminal parts, shown applied to a rail. Fig. 3 is a cross sec tion through the two rails of a track, showing one end section and one intermediate section, and a rail section connecting the same. Fig. 4 is a plan view of the parts shown in Fig. 2. Fig. 5 is a bottom plan view of one of the intermediate sections shown applied to a rail, the latter being in section, and indicating by dotted lines the manner 01 associating the intermediate section with said rail.

The crossover or portable switch contemplated in this invention embodies two sets of oppositely arranged end sections or terminal pieces 1 and 2, the end sections of each pair being the counterparts of each other but combined with the main track rails so that one section of each pair is applied to the inside of one rail while the remaining section of that pair is applied to the outside of the opposite rail as clearly shown in Fig. 1.

In addition to the two sets of terminal pieces or end sections 1 and 2, the crossover comprises a pair of oppositely arranged intermediate sections 3 and 4, each the counterpart of the other and constructed to cross over the inner rails of the two tracks as shown in Fig. 1. The end and intermediate sections are supplemented by rail sections 5, 6, 7 and 8. These rail sections are spiked firmly down on the ties as shown in Fig. 1 and thereby form fixed abutments for the ends of the end and intermediate sections, rendering it impossible for said end and intermediate sections to slip longitudinally.

One of the end sections is shown enlarged in Figs. 2 and 4, wherein it will be seen to comprise a head or tread portion 9, which is cut away at 10 and provided with a relatively thin portion 1.1 which rests upon and is supported by the adjacent rail, the end of the portion 11 sloping down to practically nothing at the extreme point 12 to enable the wheels to ride easily upward on the crossover. At one side the end section extends downward by the side of the rail as shown at 13 and is offset inwardly, as shown in Fig. 3 to project in under the head of the rail and bear against the rail web to obtain a firm bearing thereon. At the opposite end of the end section, and upon the opposite side of the rail, said end section is likewise extended downward as shown at 14 and offset inwardly as shown in Fig. 3 to project under the head of the rail and bear against the rail web and also against the base flange of the rail. Each end section is thus provided on opposite sides and at different points in its length with what may be termed holding lugs which fit under the head of the rail, accurately positioning the end section and securely holding the same in place when complemented by the clamp 15, shown in. Fig. 3 which extends under the rail and is provided at one side with a hook 16 which grips the base flange of the rail at that side, and another hook 17 which extends upward against the outer side of the extension or lug 14 and has a set screw 18 which bears against the slanting outer side of said extension or lug, thereby firmly clamping the end section on the rail.

Each intermediate section 3 and 4 resembles the end sections, except that it is straight instead of curved, the end sections being curved to deflect the car wheels and carry them ofi? themain rails as in all switches. Each intermediate section is cut away on the under side to fit over the rail with which it is associated, and, like the end sections, is provided at opposite sides and at different points in its length with the positioning and holding lugs or extensions 19 and 20, shaped like the lugs 13 and 14 to fit the outer and inner sides of the rail. In associating the intermediate sections with the rails, they are turned across the rails as indicated by dotted lines in Fig. 5 and then rocked to the full line position of the same figure, which brings the lugs to bear against the opposite sides of the rails, after which the clamps are applied, as in Fig. 3.

The end sections are combined. with the rails in precisely the same manner, being rocked into place. 1

The end sections 1 and. 2 are provided at their inner ends with prongs or fork arms 21 and 22 arranged at such a distance apart as to embrace and bear against opposite sides of the Webs of the rail sections 5, 6, 7 and 8, and in order to facilitate assembling the parts of the crossover, oneoi each pair of prongs or fork arms is made in the form. of a detachable plate, the same being secured in place by bolt and nut, indicated at 23. The fixed prong or lug may be provided with a set screw 24 adapted to bind against the adjacent rail section to assist in holding and bracing the parts at the joint. The intermediate sections are likewise provided with the progs or fork arms 21 and 22 for a like purpose.

By means of the construction hereinabove described, the crossover, as a whole, may be easily and quickly laid down and taken up, saving valuable time to the railroad company and avoiding serious dehys in travel.

When placed in position, all parts of the crossover mutually brace and support each other and avoid possibility oi slippage. The crossover is also firmly braced relatively to the rails of the main track.

I claim 1. A railroad crossover comprising end and intermediate sections adapted to fit over and straddle the main rails and having shoulders movable into and out of engagement with the main rails by a horizontal rocking movement of said sections, and clamping means for securing said sections to the rails.

2. A crossover comprising rail sections adapted to be spiked to the ties, end and intermediate sections adapted to be rocked into holding position and provided with rail-engaging lugs at opposite sides which are brought into holding position by such rocking movement, and means for clamping all of the sections in place upon the main rails.

3. A crossover comprising rail sections adapted to be spiked to the ties, end and intermediate sections cut away underneath to straddle the main rails and provided with holding lugs at opposite sides of the cut away portion adapted to be positioned against opposite sides of the rails by a horizontal rocking movement, and clamping means for said end and intermediate sections.

In testimony whereof I aifix my signature in presence of two Witnesses.

ALBERT M. JONES.

Witnesses REXFoRD M. SMITH, A. M. PARKINs. 

